Angle-cock.



No. 893,912. PATENTED JULY 21; 1908.

W. E. FARRELL & F.,L. HALL.

ANGLE COCK.

APPLIOATION FILED MAR. 2a. 1908.

n -0lI I gewnto vj Williqrn E Fafroll Q? 1 I 0 frank L. Hall.

Angle Cocks,

UNITED STATES PATENT OFFICE.

WILLIAM E. FARRELL AND FRANK L. HALL, OF COLUMIIUS, OHIO.

ANGLE-COCK.

Specification oiLetters Patent.

Patented July 21, 1908.

Application filed March 23, 1908. Serial No. 422,682.

To all whom it may concern:

Be it known that we, WILLIAM E. FARRELL and FRANK L. HALL, citizens of the United States, residin at Columbus, in the county of Franklin 2LI1( State of Ohio, have invented certain new and useful Improvements in of which the following is a specification. I

Our invention relates to the improvement of angle cocks for train air brakes of that class which are commonly used at the junction of air conducting train pipes between cars and in connection with an air brake mechanism which depends upon the release of air from the air reservoirs or cylinders of the cars for the setting of the brakes, and the object of our invention is to provide an improved construction of angle cock whereby the intentional or accidental closing of the angle valve between the cars of a train, will operate to release the air from the cylinders of the cars in rear of the point where the angle cock is closed, thereby setting the brakes on said rear cars and indicating the closing of said angle cock to the engineer. This object we accomplish in the manner illustrated'in the accompanying drawing, in which- Figure l is a side elevation of a train air pipe connection employing my improved angle cock, Fig. 2 is a sectional view on two planes as indicated by line :r-r of Fig. 1, and, Fig. 3 is a transvcrsc scction on line y-y of Fig. 1.

Similar numerals refer to similar parts throughout llic sci cral views.

1 rcprcscnts an angle valve casing into one cud of which lcads a scction oi air conducting pipe 2 from the usual air containing cylinder of a car and from thc rcnmining end of which leads an air conducting pipe section 3 to the air containing cylindcr ol the next succeeding car in rcar. In its central portion the casin 1 has formed therethrough the usual verticaI and ta pcring valve receiving opening which is indicated at 4. This valve opening intersccts the internal passage of the valve casing in the usual manner. Rotatably fitting within. the opening 4 is the tapering valve body 5, the upwardly extending stem or head 5 of which has connected therewith the usual operating handle 6. Formed on the upper side of the casing and on opposite sides of said handle at proper distances are two stop lugs which are indicated at 7 and 7" these lugs being so located as to limit the vement of the handle 6 to a quarter turn.

In forming the valve 4, we provide the same with the usual vertically slotted transverse opening 8 which is adapted when the handle of the valve is turned in the direction of the length of the valve casing, as shown in Fig. 1, to form a communication or air passage between those air passage of the va ve casing which are on opposite sides of said valve. At a oint opposite the center of the height 0 the slotted opening 8; we form a eripheral recess or way 8 in the valve bOt y 5 one end of which communicates with termed the rear portion of the opening 8. In addition to the usual valve opening 8, we provide ahorizontal port or passage 9 in the valve, the outer end of which opens through one side of said valve body and the inner end of which communicates with the central portionof the opening 8.

As shown at 9*, we provide the valve 5 with a peripheral recess of desirable length, one end of which communicates with the outer end of the port or passage 9, this recess extending from said passage toward what has been termed the rear portion of the opening 8. We also provide a horizontal opening or port 10 through one side of the valve casing which leads to the central portion of the casing opening 4 and which. extends at right angles with the direction of the length of the valve opening 8 when the latter is in its open position.

In the ordinary cofistruction of angle cocks and casings therefor, wherein the passages or ports 9 and 10 are not employed, it is well known that in case the handle 6 is by accident or design soturned as to cut of? communication of the valve opening 8 with the central passage of the valve casing, the air which is contained in the usual reservoirs or cylinders of the cars in rear of the angle cock thus closed, is prevented from escaping and the engineer of the train is without control of the air releasing mechanism of said rear cars.

By the construction which we have shown and described, it will be understood that in case the valve is turned to the usual closed position, or until its handle 6 contacts with the lug 7, the valve openin 8 will be brought into communication with t e port 10 and the port 9 will be brought into communication with the central passage of the rear portion of the valve casing, thus immediately providing a means of escape of the air from the cylinders of the rear cars out through the port 10 ortions of the central What may beand resulting in the brakes of said rear cars being automatically set in the usual manner and indicating to the engineer that either through accident or design, the brakes of a certain rear car or cars have been set through the'closing of the angle cock.

- valve casin 1. O

.and port 10 even though the valve thereby provide relief for the air which is stored in rear of said valve.

From the construction and operation described, it will be seen that comparatively simple and inexpensive means are provided for releasing the air from the cylinders of the air brake system of a train, in rear of the point where the angle cock is closed and that by such device manyaceidents resulting from the inability of the'engmeer to control the air brake mechanism may be avoided.

What we claim, is:

In an angle cock, he combination with a valve casing havinga central air assage leading from end to end thereof, sai casing also having a valve receiving opening and a port leading laterally therefrom through one side of the casing, of a .valve rotatably fitting in said valve opening and, having an opening extending therethrough, saidvalve having a peripheral recess communicating with said valve opening, and i passage leading from the valve opening through one side of the valve, said passage communicating at its outer end with a second peripheral recess in the valve, and means for turnln said valve.

In testimony whereof we a X our signatures in presence of two wltnesses.

WILLIAM E. FARRELL. FRANK L. HALL. Witnesses:

L. CARL STOUGHTON, A. L. PHELPS. 

